Automatic train-control mechanism



Feb. 5, 1924. 11,482,655

R. L. MILLER AUTOMATIC TRAIN CONTROL MECHANISM Filed June 26. 1922 Patented Feb. 5, 1924.

ROBERT L. MILLER, 01? SPOKANE, WASHINGTON, ASSIGNOB, TO OTIS AUTOMATIC TRAIN CONTROL, INCL, OF SPOKANE, KVASHINGTON, A CORPORATION OF VIASH- INGTON.

AUTOMATIC TRAIN-CONTROL MECHANISIK.

Application filed June 26, 1922.

1 '0 all whom it may concern:

Be it known that I, Ronnn'r L. Iv'lILLEB, a citizen of the United States, and a resident of Spokane, in the county of Spokane and State of lVashington, have invented certain new and useful Improvements in Automatic Train-Control Mechanism, of which the following is a specification.

My invention relates to improvements in automatic train control apparatus and it is my purpose, generally speaking, to provide a mechanism which may be controlled by the engineer to set or release his brakes during such times as he is alert and properly observant of signals, but which will act, upon contact with ramp devices which preferably are operated in conjunction with the usual signals, to cause an automatic application of his brakes in the event he fails to observe or heed said signals, my improvements con-- sisting more particularly in the provision of mechanism for accomplishing this purpose, regardless of the direction in which the 10- comotive carrying the equipment may be headed, or in which direction it may be mov ing, that is, forward or backward.

In more detail, my invention consists in placing a ramp engageable shoe device upon either side of a locomotive, so that one or the other of the same will be operated at predetermined times by a ramp device lo cated to one side or the other of the tracks, as the case may be, depending upon whether the locomotive moving ahead. or backward, to effect an automatic reduction in train line pressure and thereby apply the brakes.

Specifically, my improvements consist in the provision of a control valve so connected with a part of the operating mechanism of the locomotive and so associated with the aforementioned shoe devices that it is impossible for the engineer to operate his locomotive without the proper ramp engageable shoe being disposed in effective position, wherebythe apparatus as an entirety is rendered fool proof, it being understood that the ramp devices along one side of the tracks control train movements in one direction, while those along the other side of the track Serial No. 570,960.

control train movements'in an opposite direction.

My inventive idea is capable of embodiment in different mechanical structures, one or which is shown in the accompanying drawings, but it is to be understood that the structure shown is merely intended as a disclosure of the essential features and novel characteristics of my invention in a preferred form and that various modifications and desirable additions may be made in and to the same within its scope as defined in the appended claims.

In the drawings wherein like characters of reference denote corresponding parts in the different views Figure 1 is a side elevation showing conventionally the manner of mounting my improved apparatus upon a locomotive;

Figure 2, a top plan view showing the relative arrangement of and the manner of connecting the shoe devices with the control. valve; 7

Figure 3, a section through the control valve; and

Figure 4c, a perspective showing the operative connection between a part of the 10- comotive operzutingmechanism and the control valve.

My invention consists of train carried mechanism adapted for use on locomotives of railroads having ramp devices 10 located along both sides of the tracks 11 thereof, the ramp devices being operated in conjunction with the usual signals and being so arranged that those along one side of the tracks cooperate with said mechanism to control train movements in one direction, while those along the opposite side of the tracks cooperate in a similar manner with said mechanism to control train movements in the other direction. The ramp devices per se, and the manner of operating the same, however, constitute no part of my present. improvements.

In accordance with the foregoing I mount upon a locomotive 12 a pair of ramp engageable shoe devices 13 and 14 in such manner that one 01"- the same is positioned for cooperation with the ramp devices along a given side of the tracks, while the other is positioned for cooperation with the ramp devices along the other side of the tracks, and so connect these devices with the train line pipe 15 that when either of them is operated by a ramp, air is exhausted from the train line and the brakes thereby caused to be automatically applied whereby the train is brought to a stop.

The devices 18 and i l may be of any preferred construction to cause a reduction in train line pressure upon actuation of either of them by a ramp device, but preferably they are similar in construction to one or the other of the d vices disclosed in my prior applications serially numbered 541,551 and Se l-Q46, except that they are effective to exhaust air from the train line in one rotated position only of the shoe proper thereof. In themselves they form no part of my present improvements and therefore will not be described in detail.

The train line pipe 15 is connected to one side of each device 13 and 14: as shown in Figure 2 of the drawings, to the former by a pipe 16 and to the latter by a pipe 17. From the other sides cl devices 13 and 14:

pipes 18 and 19, respectively lead to and enter opposite sides of my improved control valve, designatedgenerally at A, while entering the top of the latter is another pipe 20 which leads to and is connected with the usual engineers control valve 2i.

My improved control valve A consists of a casing 22, having a plug 23 rotatably mount ed therein for controlling the low of fluid between the respective pipes 18, 19 and 20, and-to this end the plug is provided with a pair of circumferentially alined, relatively spaced channels 2 1:, of limited extent, which are disposed in alineinent with said pipes. Accordingly. in one predetermined rotated position of the plug communication is established through the channel 2% he tween the pipes l8 and 2t) and communica lion oil either ot these pipes with pipe if) is cut oil, as shown in 'l igure 2) of the drawings, while at the same time communication is established by way ot the other channel 25 between the pipe 19 and a port 26 in the bottom of the casing leading to the atmosphere. The reverse is true when the plug is rotated a predetermined position to the right (clockwise) as viewed in Figure 3, that is, communication is established through the channel 25 between the pipes 19 and 20 and communication of either of these pipes with pipe 18 is cut off, while at the same time communication is estab lished by way of the channel 2st between the pipe 18 and the atmosphere through port 26. Thus it is seen that the valve A. is effective to permit or deny communication between the engineers valve 2]. and either of ply must be movedto ineffective or non- 7 running position to prevent the escape of train line pressure by way of port '26, while the first device must be placed in running position, as otherwiseair from the train would be exhausted to the atmosphere di rectly therethrough.

In the present embodiment of my invention the device 13 on'the right hand side of the locomotive is only effective to exhaust air from the train line when its'shoe is rotated to the rear, while the device 14' on the left hand side of the locomotive is only effective to exhaust air from the train line when its shoe is rotated forward, it being of course understood that a fluid pressure supply pipe is connected with the various pipes aforementioned by way of the engineers valve 21, so that if the supply to the device 13' is out 01f this device must be disposed in nonrunning position to prevent the escape of air from the train line'therethrough to the port 26, while device 14: which is incommunication with the supply, must be disposed in running position to prevent the same from directly venting vthe train line, and vice versa as is apparent. V V

In order to assure that the properdevice' 13 or 14:, as the case may be, is cut ofl from the supply and the other is in connnuni cation therewith and in correot'running position, depending upon whether the locomotive is to be moved forward or backward, the plug 23 has fixed thereto a pair of arms 27 and 28 which are relatively spaced as shown so as to receive between them a protuberance 29 on a bar 30 pivoted to the usual reverse bar 31 ot' the locomotive. By this arrangement the plug is rotated in one direction or the other, according to the direction in which the reverse bar is shifted by contact and pressure of the protuberance 29 against one or the other of the arms 27 01-28, so that one of the devices 13 or 14, is cut off from and the other placed in communication with the supply in the manner previously mentioned.

In the embodiment of my invention movement of the reverse bar causes the protuberance to ride over the arm against sition is necessary to operate the control valve. 1

In the present instance the device 13 is on the right hand side and the device 14 is on the lefthand side of the locomotive, the former for controlling its forward movement and the latter for controlling its backward movement. I With the reverse bar in neutral position and with the arms 27, 28 disposed as shown, device 13 is cut off from the supply and device 14 is in communication therewith. Now, if the reverse bar is moved to the rear, which must be done in order that the locomotive may be moved to the rear, the bar 30 with its protuberance 29 will merely ride-over the arm 27 and both arms will remain in their original position with communication established between the supply and device 14 (the effective device for rearward running) and the supply to device 13 (the ineffective device for rearward running) cut off. ()n the other hand, if the reverse bar is moved forward from neutral position, which must be done if it is desired to move the locomotive forward, protuberance 29 on bar 30 acts to push arm 28 forward and bring arm 27 to vertical position which rotates the plug 23 cutting off the supply to device 14 and establishing communication between the supply-and device 13 which latter is then effective for controlling forward movement of the locomotive. In either instance, the effective shoe must be set in proper running position as otherwise it would permit exhaust of air from the train line with a consequent application of the brakes and the engineer would be unable to start the train, while the ineffective shoe must be set in non-running position as otherwise air would pass therethrough to the atmospherically opening port 26 with a consequent application of the brakes making it impossible to start the train in either direction until all parts of its control apparatus were in proper running position.

In order that the engineer may make an emergency stop following actuation of either of the devices 13 Or 14, which ordinarily would take control of the train from his hands, a pipe 33 may be connected with the train line pipe and with the pipe 20. If this is done a check valve 34 opening in the direction of the engineers valve will be interposed in said pipe, so that the engineer may exhaust air from the train line by means of his ordinary control valve, but he will be unable to admit pressure thereto to release the brakes. Furthermore, if desired, any suitable arrangement (not shown) may be associated with each device 13 and 14 to hold the shoe thereof up and out of running position when either device is rendered ineffective by reason of actuation of the control valve A.

And again, if desired, a whistle or other alarm device, either audible or visual, may be connected with the port 26 toserve as a warning signal to the engineer whenever fluid is being exhausted through said port. from the train line to the atmosphere.

Having thus described my invention, what I claim as new is 1. In automatic train control apparatus, the combination with a locomotive having a reverse bar for controlling its forward and backward movements, of fluid pressure controlled brake operating mechanism associated with said locomotive and including a pair of ramp engageable devices located one upon either side of the locomotive and independently operable at predetermined times to cause an automatic application of the brakes thereof, said brake mechanism in.- cluding an engineers valve, and a control valve connected with said reverse bar whereby in either direction of movement of the latter communication between the engineers valve and one of said devices is established and such communication with the other of said devices is cut off.

2. In automatic train control apparatus, the combination with a locomotive having a reverse bar for controlling its forward and backward movements, of fluid pressure controlled brake operating mechanism associated with said locomotive and including a pair of ramp e-ngageable devices located one to either side thereof and independently operable at predetermined times to cause an automatic application of its brakes, said brake mechanism including an engineers valve, a rotatable valve effective to establish communication between either of said devices and said engineers valve and simulta neously cut off such communication with the other device, said rotatable valve being con nected with and operable by said reverse bar, the connection between said, rotatable valve and said reverse bar being such that in all operative positions of the latter one of said devices is in communication with and the other out off from the engineers valve.

3. In automatic train control apparatus, the combination with a locomotive having a reverse bar for controlling its forward and backward movements, of fluid pressure controlled brake operating mechanism associated with said locomotive and including a pair of ramp engageable devices located one upon either side of the locomotive and independently operable at predetermined times to cause an automatic application of the brakes thereof, said brake mechanism including an engineers valve, and a control valve connected with said reverse bar whereby in either direction of movement of the latter communication between the engineers valve and one of saiddevicesiis established and such communication with the other of said devices is cut off, said control valve havinga pair-ofsp'aced arms fixed thereto, and a member connected with said reverse her and provided with 'a protuberance "operating between and against said arms Where,- by the control valve is'rotmted in different directions "according *to the direction in V which the reverse bar is shifted.

In testimony whereof 'I hereunto a flix my signature.

ROBERT L. MILLER. 

